JP5273288B2 - vehicle - Google Patents

Description

  The present invention relates to a technique for detecting whether or not an abnormality has occurred in a vehicle in which an internal power storage device can be charged by an external power supply and charging from the external power supply to the internal power storage device has occurred.

  Japanese Patent Laying-Open No. 2009-189154 (Patent Document 1) describes a charging path in an electric vehicle capable of charging a power storage device provided in the vehicle with electric power supplied from an external power source when charging the power storage device from the external power source. A control device for identifying the abnormality is provided. This control device identifies that an abnormality has occurred in the charging path outside the vehicle when the current input from the external power supply during charging is substantially zero and the voltage input from the external power supply is not an AC voltage corresponding to the external power supply. To do. On the other hand, when the current input from the external power source is substantially zero when the power is charged from the external power source to the power storage device, and the voltage input from the external power source is an AC voltage corresponding to the external power source, Identifies that an abnormality has occurred in the route. By specifying the abnormality in this way, it is possible to realize subsequent fail-safe and repair.

JP 2009-189154 A

  As described above, in Patent Document 1, when the power storage device is charged with an external power source, the control device performs a process of specifying an abnormality in the charging path. However, if the control device does not operate at the time of charging due to a failure of the power switch or the like, it is not possible to perform the processing itself that specifies the abnormality of the charging path.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide an abnormality in which an internal power storage device cannot be charged with an external power supply in a vehicle that can charge the internal power storage device with an external power supply. It is to detect whether or not this occurs before charging.

  The vehicle according to the present invention is a vehicle that can be connected to an external power source. The vehicle includes a first power storage device that stores electric power for obtaining driving power of the vehicle, a charging device that performs a charging process for charging the first power storage device with power from an external power source, and an external power source connected to the vehicle. A first power switch that is turned on in response to a connection operation performed by the user and supplies power for operating the charging device to the charging device, and activated in response to a user performing an operation different from the connection operation. And a control device. The control device forcibly outputs an on signal for turning on the first power switch to the first power switch when operating in response to different operations, and the first power switch is turned on in response to the on signal. Based on whether or not the charging process has been performed, it is determined whether or not there is an abnormality in which the charging process cannot be performed.

  Preferably, the different operation is a start operation for making the vehicle ready to travel. The control device outputs an ON signal to the first power switch when operating in response to the start operation and when the external power source and the vehicle are not connected.

  Preferably, when the first power switch is not turned on in response to the ON signal, the control device determines that an abnormality has occurred and warns the user that an abnormality has occurred.

  Preferably, the vehicle is provided with a second power storage device that stores electric power for operating the charging device and the control device, and a second power source that is provided between the control device and the second power storage device and is turned on in response to a different operation. And a switch. The charging device is connected to the second power storage device via the first power switch. The control device outputs an on signal to the first power switch while the second power switch is on.

  Preferably, the control device is connected to the second power storage device via the first power switch and is always connected to the main device connected to the second power storage device via the second power switch. And an auxiliary device that operates the main device by outputting an ON signal to the first power switch in accordance with the connection operation. The main device outputs a request signal requesting to turn on the first power switch to the sub device while the second power switch is on. The sub device forcibly outputs an ON signal to the first power switch when receiving the request signal from the main device.

  Preferably, the control device outputs an off signal for turning off the first power switch while the first power switch and the second power switch are on, and the first power switch is turned off according to the off signal. If it is not detected, it is determined that there is an abnormality in which the first power switch is stuck in the on state.

  According to the present invention, in a vehicle that can charge an internal power storage device with an external power supply, it is possible to detect before charging whether or not an abnormality has occurred that makes it impossible to charge the internal power storage device with an external power supply.

It is a schematic block diagram of the vehicle provided with the control apparatus according to a present Example. It is the schematic of the starting circuit of low voltage | pressure type apparatuses. It is a flowchart (the 1) which shows the process sequence of a main microcomputer. 3 is a timing chart (part 1) of signals input to and output from the main microcomputer. It is a flowchart (the 2) which shows the process sequence of a main microcomputer. It is a flowchart (the 3) which shows the process sequence of a main microcomputer. 6 is a timing chart (part 2) of signals input to and output from the main microcomputer.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.
[First embodiment]
FIG. 1 is a schematic configuration diagram of a vehicle 1 including a control device according to the present embodiment. Vehicle 1 includes an engine 120, a first motor generator (hereinafter, “motor generator” is referred to as “MG”) 141, and a second MG 142. Hereinafter, when the first MG 141 and the second MG 142 are described without being distinguished from each other, they are described as “MG 140”. Vehicle 1 is a hybrid vehicle that travels with the power of either engine 120 or MG 140.

  Further, the vehicle 1 includes a high-voltage power supply B1, a low-voltage power supply B2, a power control unit (hereinafter also referred to as “PCU”) 160, a power split mechanism 200, an air conditioning unit 300, a display device 310, and a control device 600. And including.

  The power generated by the engine 120 is distributed to the two paths of the drive wheel 180 and the first MG 141 by the power split mechanism 200.

  The MG 140 functions as a generator or a motor depending on the traveling state of the vehicle 1. The rotation shaft of second MG 142 is connected to drive wheel 180 via reduction gear 160 and drive shaft 170.

  The high voltage power supply B1 stores electric power for operating the MG 140 to obtain the driving force of the vehicle 1. The high-voltage power supply B1 is typically a DC secondary battery such as nickel hydride or lithium ion. Note that a large-capacity capacitor may be used instead of the secondary battery. The rated voltage of the high voltage power supply B1 is about 280 volts, for example.

  PCU 160 is provided between high voltage power supply B1 and MG 140. Inside PCU 160, a converter that performs voltage conversion between high voltage power supply B1 and MG 140, an inverter that controls a current exchanged between high voltage power supply B1 and MG 140, and the like are provided.

  A system main relay (hereinafter referred to as “SMR”) 161 is provided between the high voltage power supply B 1 and the PCU 160. When the SMR 161 is on, the high voltage power supply B1 and the PCU 160 are electrically connected.

  The air conditioning unit 300 performs air conditioning (cooling or heating) in the vehicle 1 in response to a command from the control device 600. The air conditioning unit 300 is controlled in one of the operation modes of normal operation and pre-air conditioning operation. The normal operation is a mode in which air conditioning is performed according to the user's operation when the user is in the vehicle 1. The pre-air conditioning operation is a mode in which air conditioning is performed in response to a predetermined start condition being met even before the user gets on the vehicle 1. The pre-air conditioning operation start condition is, for example, a condition that the time specified by the user has come, or a condition that a remote operation requesting the user to start pre-air conditioning is detected.

  The display device 310 displays various information regarding the state of the vehicle 1 in response to a command from the control device 600. The user can confirm the state of the vehicle 1 by looking at the information displayed on the display device 310.

  The vehicle 1 is a so-called plug-in hybrid vehicle that can charge the high-voltage power supply B1 with electric power from the external power supply 20. Therefore, the vehicle 1 includes a charging system for charging the high-voltage power source B1 with power from the external power source 20. This charging system includes a charging device 190 and a charging port 191.

  The charging port 191 is a power interface for receiving power from the external power supply 20. When charging from the external power source 20 to the high voltage power source B1, the user connects the connector 21 connected to the external power source 20 to the charging port 191. When the connector 21 is connected to the charging port 191, the plug-in signal P is output from the charging port 191 to the control device 600.

  Charging device 190 is electrically connected to charging port 191 and high-voltage power supply B1. In the charging mode in which charging from the external power source 20 to the high voltage power source B1 is performed, the charging device 190 supplies the high voltage power source B1 with power obtained by converting the power from the external power source 20 into power that can be charged to the high voltage power source B1.

  The low-voltage power supply B2 stores electric power for operating devices such as the PCU 160, the air conditioning unit 300, the charging device 190, the SMR 161, and the display device 310. The rated voltage of the low-voltage power supply B2 is, for example, about 12 volts, and is lower than the rated voltage of the high-voltage power supply B1. Hereinafter, the devices that operate with the power supplied from the low-voltage power source B2 are collectively referred to as “low-voltage devices”.

  The control device 600 is an electronic control unit (ECU) including a CPU (Central Processing Unit) and a memory (not shown).

  Signals from a plurality of sensors (not shown) (for example, information indicating the amount of operation of the accelerator pedal or information indicating the vehicle speed) are input to the control device 600 via a harness or the like. The control device 600 controls the low-pressure equipment based on a result of executing a predetermined calculation process based on signals input from the sensors and information stored in the memory.

  FIG. 2 is a schematic diagram of a start-up circuit of low-voltage equipment. The activation circuit includes two power switches, a main relay 40 (hereinafter referred to as “MR40”) and a plug-in main relay 50 (hereinafter referred to as “PIMR50”).

  The low-voltage system devices are connected to the low-voltage power source B2 via the MR 40. The charging device 190 is connected not only to the low voltage power source B2 via the MR 40 but also to the low voltage power source B2 via the PIMR 50.

  The control device 600 includes a main microcomputer 610 (hereinafter also referred to as “MMC 610”) and a sub microcomputer 620 (hereinafter also referred to as “SMC 620”). SMC 620 includes an OR circuit 621. These circuits also function as starting circuits for low-voltage equipment.

  The MMC 610 controls traveling and air conditioning of the vehicle 1. MMC 610 also functions as a part of the charging system, and controls charging device 190 to control charging of high-voltage power supply B1. Similar to the charging device 190, the MMC 610 is not only connected to the low-voltage power source B2 via the MR 40, but also connected to the low-voltage power source B2 via the PIMR 50.

  On the other hand, SMC 620 activates the charging system mainly by turning on PIMR 50. The SMC 620 is always connected to the low voltage power source B2, and is always activated with low power consumption.

  The operation mode of the vehicle 1 includes a travel mode in which the vehicle 1 travels and air-conditions, and a charge mode in which charging from the external power source 20 to the high-voltage power source B1 occurs.

  First, the travel mode will be described. When it is detected that the user has performed an operation for requesting the travel mode, an ignition request signal IGreq is input to the OR circuit 630 from another ECU (not shown). The operation requesting the travel mode is, for example, an operation in which a user turns on a start switch or an ignition switch (not shown) to start the vehicle 1, or a remote operation in which the user requests the start of pre-air conditioning. is there.

  The OR circuit 630 outputs a signal for turning on the MR 40 to the MR 40 when the ignition request signal IGreq is changed from being not inputted to being inputted (when the ignition request signal IGreq is changed from OFF to ON). . As a result, the MR 40 is turned on.

  When the MR 40 is turned on, the power of the low-voltage power source B2 is supplied to the low-voltage equipment via the MR 40, and the low-voltage equipment is activated. For example, the SMR 161 changes from off to on, and the high voltage power supply B1 and the PCU 160 are electrically connected. As a result, the vehicle 1 can be driven by the MG 140 (hereinafter also referred to as “Ready-ON state”). Further, the power of the low-voltage power supply B2 is also supplied to the MMC 610. Hereinafter, the electric power input from the low voltage power source B2 to the MMC 610 via the MR 40 is also referred to as “signal IG”. The MMC 610 is activated when the signal IG is input.

  After the signal IG is input to the MMC 610, the MMC 610 outputs a signal IGkeep for holding the input of the signal IG to the OR circuit 630. When the signal IGkeep is input, the OR circuit 630 outputs a signal for turning on the MR 40 to the MR 40. As a result, MR 40 is held on and MMC 610 is held in the operating state. After that, the MMC 610 controls the operation of the low-pressure equipment and causes the vehicle 1 to travel in a desired state. Further, the air conditioning unit 300 is controlled based on the pre air conditioning request signal ACreq input from another ECU to perform the pre air conditioning operation. This operation mode is the “traveling mode”.

  Next, the charging mode will be described. When the user stops the vehicle 1 to start charging and connects the connector 21 to the charging port 191, the plug-in signal P is input from the charging port 191 to the OR circuit 621 of the MMC 610 and SMC 620.

  The OR circuit 621 sends a signal for turning on the PIMR 50 via the OR circuit 640 when the plug-in signal P is changed from being not inputted to being inputted (when the plug-in signal P is changed from OFF to ON). To output to PIMR50. Thereby, PIMR 50 is turned on, and the electric power of low-voltage power supply B <b> 2 is supplied to charging system including charging device 190 and MMC 610 via PIMR 50. Thereby, a charging system is started. At this time, since the air conditioning unit 300 and the like that are not required for charging are not started, wasteful power consumption is suppressed. Hereinafter, the electric power input to the main from the low-voltage power supply B2 via the PIMR 50 is also referred to as “signal IGP”. Therefore, the MMC 610 is activated when the signal IG is input and also activated when the signal IGP is input.

  After the signal IGP is input to the MMC 610, the MMC 610 outputs a signal IGPkeep for holding the input of the signal IGP to the OR circuit 640. When the signal IGPkeep is input, the OR circuit 640 outputs a signal for turning on the PIMR 50 to the PIMR 50. As a result, the PIMR 50 is kept on, and the MMC 610 is kept in the operating state. Thereafter, MMC 610 controls the operation of charging device 190 to charge external power supply 20 to high voltage power supply B1. This operation mode is the “charging mode”.

  As described above, the MMC 610 is activated in response to the ignition request signal IGreq changing from OFF to ON in the travel mode, and is activated in response to the plug-in signal P changing from OFF to ON in the charging mode. . In any case, the MMC 610 cannot start itself while it is stopped. On the other hand, once activated, the MMC 610 can maintain itself in an operating state by the output of the signal IGkeep or the signal IGPkeep. Further, the MMC 610 can stop itself by stopping the output of the signal IGkeep or the signal IGPkeep. For example, MMC 610 stops the output of signal IGPkeep when the charging of high voltage power supply B1 is completed in the charging mode. As a result, the PIMR 50 is turned off and the MMC 610 is stopped.

  As described above, in the charging mode, the OR circuit 621 of the SMC 620 outputs a signal for turning on the PIMR 50 via the OR circuit 640, triggered by the change of the plug-in signal P from OFF to ON. Thereby, PIMR 50 is turned on, and the charging system including charging device 190 and MMC 610 is activated.

  However, when an abnormality occurs in any of the charging system activation circuits including the OR circuits 621 and 640 and the PIMR 50, the charging system including the charging device 190 and the MMC 610 is activated even if the connector 21 is connected to the charging port 191. Therefore, charging from the external power source 20 to the high voltage power source B1 cannot be performed. Furthermore, since the MMC 610 itself does not start, it is impossible to detect and store an abnormality in the starting circuit of the charging system and warn the user. In such a state, when the vehicle 1 travels, the distance that the vehicle 1 travels using the power of the high-voltage power supply B1 is shortened, and the burden on the engine 120 is increased unnecessarily.

  In order to solve such a problem, in this embodiment, the MMC 610 turns on the PIMR 50 at an arbitrary time point even in the traveling mode to perform a charging system check for detecting the presence or absence of an abnormality in the charging system. This is the most characteristic point of this embodiment.

  More specifically, the MMC 610 generates a request signal IGPset that requests that the PIMR 50 be forcibly turned on in order to activate a charging system that does not need to be activated if a predetermined condition is satisfied in the traveling mode. And output to the OR circuit 621 of the SMC 620 (see arrow α in FIG. 2). When receiving the request signal IGPset from the MMC 610, the OR circuit 621 of the SMC 620 outputs a signal for turning on the PIMR 50 to the PIMR 50 via the OR circuit 640.

  And MMC610 judges that the starting circuit of a charging system is normal, when signal IGP is received after the output of request signal IGPset. On the other hand, when MMC 610 does not receive signal IGP after outputting request signal IGPset, it determines that the activation circuit of the charging system is abnormal.

  FIG. 3 is a flowchart showing a processing procedure of MMC 610 when performing the above-described charging system check. This flowchart is repeated at a predetermined cycle time. Each step of the flowchart shown below (hereinafter, “S” is abbreviated as “S”) is basically realized by software processing by the MMC 610, but is realized by hardware processing by an electronic circuit or the like provided in the MMC 610. May be.

  In S10, MMC 610 determines whether or not the operation mode is the traveling mode. If it is the travel mode (YES in S10), MMC 610 determines that it is activated in response to the user performing an operation requesting the travel mode, and moves the process to S11. Otherwise (NO in S10), this process is terminated.

  In S11, MMC 610 determines whether or not connector 21 and charging port 191 are in a disconnected state. This determination is a process for confirming that it is not necessary to activate the charging system. For example, the MMC 610 can determine that the connector 21 and the charging port 191 are not connected when the plug-in signal P is not received. MMC 610 can also determine that connector 21 and charging port 191 are in a disconnected state when vehicle 1 is actually traveling above a predetermined speed. Further, it may be determined that the connector 21 and the charging port 191 are in a disconnected state when the Ready-ON state is described above. If a positive determination is made in this process (YES in S11), the process proceeds to S12. Otherwise (NO in S11), this process ends.

  In S12, MMC 610 determines whether or not the charging system check has already been completed in the current trip.

  If the charging system check is not yet completed in this trip (NO in S12), MMC 610 outputs the above-described request signal IGPset to OR circuit 621 of SMC 620 in S13 (see arrow α in FIG. 2). .

  When MMC 610 receives signal IGP from the output of request signal IGPset until a predetermined time has elapsed (YES in S14), it determines that the charging system is normal in S16.

  On the other hand, if MMC 610 does not receive signal IGP until a predetermined time has elapsed after outputting request signal IGPset (NO in S14, YES in S15), the charging system is abnormal in S17. At the same time, in S18, the display device 310 is displayed to warn the user that the charging system is abnormal. At S20, MMC 610 stores in memory that the charging system check has been completed on this trip.

  When the charging system check is completed (YES in S12), MMC 610 stops outputting request signal IGPset in S19.

  FIG. 4 is a timing chart of signals input to and output from the MMC 610 when the user performs an operation to turn on the start switch.

  When the user turns on the start switch at time t1, the ignition request signal IGreq changes from off to on. In response to this, the MR 40 is turned on, and the signal IG is input to the MMC 610. As a result, the MMC 610 is activated. After startup, the MMC 610 outputs a signal IGkeep and keeps the MR 40 on. Thereby, the operation mode becomes the “traveling mode”.

  When the MMC 610 confirms that the connector 21 and the charging port 191 are not connected at the subsequent time t2, the MMC 610 outputs the request signal IGPset to the OR circuit 621 of the SMC 620. When receiving the request signal IGPset, the OR circuit 621 outputs a signal for turning on the PIMR 50 to the PIMR 50 via the OR circuit 640.

  If the starting circuit of the charging system including the OR circuits 621 and 640 and the PIMR 50 operates normally, the PIMR 50 is turned on in response to the output of the request signal IGPset, so that the MMC 610 The signal IGP should be input.

  However, as shown by the solid line in FIG. 4, when the signal IGP is not input to the MMC 610 even at the time t3 when a predetermined time has elapsed since the output of the request signal IGPset, the MMC 610 includes the activation circuit of the charging system including the PIMR 50. It is determined that an abnormality has occurred in any of the locations. Then, MMC 610 displays a warning on the display device 310 that the activation circuit of the charging system is abnormal and warns the user.

As described above, in this embodiment, the MMC 610 outputs a signal for forcibly turning on the PIMR 50 in the traveling mode, and then detects an abnormality in the charging system based on whether the PIMR 50 is turned on. Therefore, it is possible to detect whether the charging system is abnormal before the user actually starts the charging operation. And when abnormality of a charging system is detected, it becomes possible to prompt a user to repair a charging system by alerting a user to that effect.
[Modification of the first embodiment]
In the first embodiment, it is determined that the charging system is abnormal when it is not detected that the PIMR 50 is in the ON state even though the signal for turning on the PIMR 50 is output. In addition to this determination, when it is not detected that the PIMR 50 is in the OFF state despite the output of the signal for turning off the PIMR 50, the charging system abnormality, specifically, the PIMR 50 is fixed in the ON state and turned off. You may deform | transform so that it may be judged that the abnormality which cannot be performed has arisen.

  FIG. 5 is a flowchart showing the processing procedure of the MMC 610 according to the present modification. The flowchart shown in FIG. 5 is executed in addition to the processing of the flowchart of FIG. 3 during the traveling mode.

  In S21, MMC 610 determines whether or not the output of request signal IGPset is stopped in the process of S19 of FIG.

  When the output of request signal IGPset is being stopped (YES in S21), MMC 610 determines whether or not signal IGP has been turned off until a predetermined time has elapsed since the output of request signal IGPset was stopped ( S22, S23). MMC 610 determines that the charging system is normal when signal IGP is turned off after a predetermined time has elapsed since output of request signal IGPset was stopped (YES in S22, S26), and otherwise PIMR 50 is set. It is determined that an abnormality that cannot be turned off has occurred, and the user is warned (YES in S22, YES in S23, S24, S25).

  In this way, it is possible to detect that an abnormality that cannot turn off the PIMR 50 has occurred and warn the user.

Note that the flowchart shown in FIG. 5 may be executed independently during the charging mode. In this case, it may be determined in S21 of FIG. 5 whether or not the charging mode end processing is being performed, that is, whether or not the output of the signal IGPkeep is being stopped. Then, when the reception of the signal IGP is not stopped despite the output of the signal IGPkeep being stopped, it may be determined that an abnormality that the PIMR 50 is stuck in the on state and cannot be turned off has occurred.
[Second Embodiment]
In the first embodiment, the method of detecting an abnormality of the charging system using the request signal IGPset in the traveling mode has been described.

  On the other hand, in the second embodiment, a method for returning to the charging mode after completion of the pre-air conditioning operation using the request signal IGPset when the mode is shifted to the traveling mode for the pre-air conditioning operation during the charging mode will be described. To do.

  FIG. 6 is a flowchart showing the processing procedure of the MMC 610 according to the second embodiment. This flowchart is repeatedly performed at a predetermined cycle time except after the processing of S38.

  In S30, MMC 610 determines whether or not the operation mode is the charging mode. If in the charging mode (YES in S30), the process proceeds to S31. Otherwise (NO at S30), the process ends.

  In S31, MMC 610 determines whether or not pre-air conditioning request signal ACreq is input. If pre-air conditioning request signal ACreq is input (YES in S31), the process proceeds to S32. If pre-air conditioning request signal ACreq is not input (NO in S31), the process proceeds to S34. In the case where the pre-air conditioning request signal ACreq has not been input, if the user has not requested the pre-air conditioning operation and the pre-air conditioning request signal ACreq has not been input from the beginning, the user can cancel or perform the pre-air conditioning operation. And the case where the pre-air-conditioning request signal ACreq, which was turned on due to a power failure or the like, is turned off, is included.

In S32, MMC 610 controls air conditioning unit 300 to perform the pre-air conditioning operation.
In S33, MMC 610 outputs request signal IGPset to OR circuit 621 of SMC 620 at any time until the pre-air-conditioning operation is completed.

  In S34, MMC 610 determines whether or not signal IGP is received. If signal IGP is received (YES in S34), the process proceeds to S35. If signal IGP has not been received (NO in S34), the process proceeds to S38.

  In S35, MMC 610 determines whether or not the charging permission condition is satisfied. The charge permission condition is, for example, a condition that the amount of power charged in the high voltage power supply B1 does not exceed the allowable value and the plug-in signal P is received. If the charging permission condition is satisfied (YES in S35), the process proceeds to S36. If not (NO in S35), the process proceeds to S37.

  In S36, MMC 610 controls charging device 190 to execute charging from external power supply 20 to high voltage power supply B1. That is, the MMC 610 supplies the high-voltage power supply B1 with power obtained by converting the power from the external power supply 20 into power that can be charged into the high-voltage power supply B1.

In S37, MMC 610 stops outputting request signal IGPset.
In S38, MMC 610 prohibits charging from external power supply 20 to high voltage power supply B1, and stops the subsequent processing.

  FIG. 7 is a timing chart of signals input to and output from the MMC 610 when the user requests a pre-air conditioning operation by remote control during the charging mode.

  First, when the user connects the connector 21 to the charging port 191 at time t4, the plug-in signal P changes from off to on. Along with this, the PIMR 50 is turned on, and the signal IGP is input to the MMC 610. As a result, the MMC 610 is activated. After startup, the MMC 610 outputs the signal IGPkeep and keeps the PIMR 50 on. As a result, the operation mode becomes the “charging mode”.

  When the user requests a pre-air conditioning operation by remote control at time t5 in the charging mode, the ignition request signal IGreq changes from off to on. Accordingly, MR 40 is turned on, air conditioning unit 300 is activated, and signal IG is input to MMC 610. The MMC 610 that has received the signal IG outputs the signal IGkeep and keeps the MR 40 on. As a result, the operation mode is shifted from the “charging mode” to the “traveling mode”, and the pre-air conditioning operation is performed.

  Further, the MMC 610 stops outputting the signal IGPkeep at time t5 when the operation mode is shifted from the “charge mode” to the “travel mode”. Thus, conventionally, the PIMR 50 is turned off at this time, and the signal IGP is not input to the MMC 610 (see the one-dot chain line in FIG. 7). Therefore, conventionally, when the output of the signal IGkeep is stopped and the signal IG is also turned off at time t6 when the pre-air conditioning operation is completed, the MMC 610 is stopped. This makes it impossible to return to the charging mode again after the pre-air conditioning operation is completed.

  Therefore, in the present embodiment, at time t5 when the pre-air conditioning operation is started, the request signal IGPset is output and the output of the signal IGPkeep is maintained. Thereby, even if the output of the signal IGkeep is stopped and the MR 40 is also turned off at the time t6 when the pre-air-conditioning operation is completed, the PIMR 50 is kept on and the MMC 610 is kept in the operating state. Therefore, after completion of the pre-air conditioning operation, the charging mode is returned again.

  As described above, in this embodiment, the MMC 610 forcibly keeps the PIMR 50 on when the mode is shifted to the traveling mode for the pre-air-conditioning operation during the charging mode. Thereby, even if MR40 is turned off when the pre-air-conditioning operation is completed, MMC 610 can be maintained in the operating state and returned to the charging mode again. Therefore, after completion of the pre-air conditioning operation, the charging from the external power source 20 to the high voltage power source B1 can be continued until the user starts the vehicle 1, and the travelable distance with the power of the high voltage power source B1 is made longer. can do.

  In particular, when the air conditioning unit 300 is operated using the power converted from the power of the high voltage power supply B1 and the pre air conditioning operation is performed, the power consumed in the pre air conditioning operation is supplemented after the completion of the pre air conditioning operation. The state of charge of B1 can be restored to the state before the pre-air conditioning operation or to a state beyond that. Therefore, it is possible to appropriately prevent the travelable distance with the power of the high-voltage power supply B1 from being shortened by the pre-air conditioning operation.

  Note that the charging system check described in the first embodiment may be performed after the request signal IGPset is output in the process of S33 of FIG. That is, when the signal IGP is received before the predetermined time elapses after the request signal IGPset is output in the process of S33 in FIG. 6, the charging system is determined to be normal. You may judge that it is abnormal. In this way, the charging system check can be performed even when the mode is shifted to the traveling mode for the pre-air-conditioning operation during the charging mode.

  It should be understood that the embodiments disclosed herein are illustrative and non-restrictive in every respect. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  1 Vehicle, 20 External Power Supply, 21 Connector, 40 Main Relay, 50 Plug-in Main Relay, 120 Engine, 160 Reducer, 170 Drive Shaft, 180 Drive Wheel, 190 Charging Device, 191 Charging Port, 200 Power Dividing Mechanism, 300 Air Conditioning Unit, 310 display device, 600 control device, 610 main microcomputer (MMC), 620 sub microcomputer (SMC), 621, 640, 621, 630, 640 OR circuit, B1 high voltage power supply, B2 low voltage power supply.

Claims (6)

A vehicle that can be connected to an external power source (20),
A first power storage device (B1) for storing electric power for obtaining the driving force of the vehicle;
A charging device (190) for performing a charging process for charging the first power storage device with power of the external power source;
A first power switch (50) that is turned on in response to a user performing a connection operation to connect the external power source to the vehicle and supplies power for operating the charging device to the charging device;
A control device (600) that operates in response to a user performing an operation different from the connection operation,
The control device forcibly outputs an on signal for turning on the first power switch to the first power switch when operating in response to the different operations, and the control device according to the on signal A vehicle that determines whether or not an abnormality in which the charging process cannot be performed has occurred based on whether or not a first power switch is turned on. The different operation is a start operation for making the vehicle ready to travel,
The control device outputs the ON signal to the first power switch when the control device is operating in response to the start operation and the external power source and the vehicle are not connected. The vehicle according to item 1.   The said control apparatus judges that the said abnormality has arisen when the said 1st power switch is not turned on according to the said ON signal, and warns a user that the said abnormality has arisen, Claim 2 Vehicle described in. The vehicle is
A second power storage device (B2) for storing electric power for operating the charging device and the control device;
A second power switch (40) provided between the control device and the second power storage device and turned on in response to the different operation;
The charging device is connected to the second power storage device via the first power switch,
The vehicle according to claim 1, wherein the control device outputs the ON signal to the first power switch while the second power switch is turned on. The controller is
A main device (610) connected to the second power storage device via the first power switch and connected to the second power storage device via the second power switch;
A secondary device (620) that is always connected to the second power storage device and operates the main device by outputting the on signal to the first power switch in response to the connection operation;
The main device outputs a request signal for requesting to forcibly turn on the first power switch to the sub device while the second power switch is on,
The vehicle according to claim 4, wherein the sub device forcibly outputs the on signal to the first power switch when the request signal is received from the main device.   The control device outputs an off signal for turning off the first power switch while the first power switch and the second power switch are on, and the first power switch is turned on in response to the off signal. 5. The vehicle according to claim 4, wherein when it is not detected that the first power switch is turned off, it is determined that there is an abnormality in which the first power switch is fixed in an on state.

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